EP1807609B1 - Mecanisme de commande de soupape de moteur a combustion interne - Google Patents

Mecanisme de commande de soupape de moteur a combustion interne Download PDF

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Publication number
EP1807609B1
EP1807609B1 EP05799247A EP05799247A EP1807609B1 EP 1807609 B1 EP1807609 B1 EP 1807609B1 EP 05799247 A EP05799247 A EP 05799247A EP 05799247 A EP05799247 A EP 05799247A EP 1807609 B1 EP1807609 B1 EP 1807609B1
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EP
European Patent Office
Prior art keywords
piston
valve
end position
valve drive
drive according
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP05799247A
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German (de)
English (en)
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EP1807609A1 (fr
Inventor
Volker Schmidt
Michael Berger
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Schaeffler Technologies AG and Co KG
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Schaeffler Technologies AG and Co KG
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/20—Adjusting or compensating clearance
    • F01L1/22—Adjusting or compensating clearance automatically, e.g. mechanically
    • F01L1/24—Adjusting or compensating clearance automatically, e.g. mechanically by fluid means, e.g. hydraulically
    • F01L1/2405—Adjusting or compensating clearance automatically, e.g. mechanically by fluid means, e.g. hydraulically by means of a hydraulic adjusting device located between the cylinder head and rocker arm
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/12—Transmitting gear between valve drive and valve
    • F01L1/14—Tappets; Push rods
    • F01L1/143—Tappets; Push rods for use with overhead camshafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F01L13/0031—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque by modification of tappet or pushrod length
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/06—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2800/00—Methods of operation using a variable valve timing mechanism
    • F01L2800/10—Providing exhaust gas recirculation [EGR]

Definitions

  • the invention relates to a valve train of an internal combustion engine for actuating a gas exchange valve. Its movement follows a stroke of a cam and a stroke of the cam superimposed and independent of the stroke of the cam stroke of a hydraulic force application device.
  • a piston of the force application device is movable relative to a housing of the force application device by time-variable supply of a pressure-adjustable hydraulic fluid from a hydraulic medium line in a pressure chamber formed by the piston and the housing from a first end position to a second end position.
  • the piston is the DE 101 56 309 A1 designed as a stepped piston which displaces hydraulic means with a cylindrical ring portion of an annular space located on the cup bottom.
  • the braking of the piston upon reaching the end position is intended to be generated by displacement of the hydraulic fluid from the annular space via guide gaps between the annular portion and annulus.
  • such a design requires double fits of the components, so that the hydraulic force application device is associated with considerable production and quality assurance effort and consequently high production costs.
  • the piston is prevented from leaving the end position with high acceleration and thus as quickly as possible, since the annulus above the narrow guide gaps must first be filled with hydraulic fluid again.
  • the present invention is therefore the object of a valvetrain of the type mentioned in such a way that the disadvantages are avoided.
  • the pressure chamber should therefore be equipped with a hydraulically acting device which allows both a targeted and on the viscosity of the hydraulic medium possible independent Abbremsverlauf the piston upon reaching the end position. At the same time a rapid acceleration of the piston when leaving the end position should be feasible.
  • the valvetrain should also be inexpensive to produce in a simple manner and under high-volume conditions.
  • the object is achieved in that the pressure chamber is connected both via a housing arranged in the housing and the pressure chamber opening to shut-off and at least one passage in the housing with the hydraulic medium line.
  • the passage is at least partially blocked due to overlap by an outer circumferential surface of the piston in its first end position.
  • the subject of the present invention is therefore a valve gear which can be produced cost-effectively and which makes it possible to superimpose the stroke of a cam and a stroke of a hydraulic force application device independent of the stroke of the cam on the gas exchange valve.
  • Crucial for the quality of the valve train function is the course of movement of the piston upon reaching and leaving the first end position. When reaching the first end position, it is desirable that the movement of the piston is decelerated rapidly from a high to a low speed, in order to simultaneously ensure a gentle placement of the gas exchange valve in its valve seat.
  • the hydraulic force application device should also be able to generate strokes on the gas exchange valve with a large time cross section, for which a high speed of the piston between the first and the second end position is required.
  • the pressure chamber is connected both via the passage and via a throttle cross section with the hydraulic medium line.
  • the throttle cross section should be formed substantially iris-shaped. Such a throttle cross-section produces a largely independent of the viscosity of the hydraulic fluid and thus one above the operating temperature of the internal combustion engine sufficiently uniform deceleration of the piston, while the passage can be consistently designed for a rapid emptying and filling of the pressure chamber out.
  • the valve train according to the invention has a hydraulic valve clearance compensation device, which is arranged in a hollow cylindrical recess of the piston. This makes it possible both to minimize the timing variations of the internal combustion engine caused by mechanical valve clearance and to synchronize the movement of the piston with that of the gas exchange valve. This synchronization significantly promotes a smooth deceleration of the piston. Conversely, a large mechanical valve clearance could cause the piston would not be braked in time and therefore would hit the gas exchange valve with respect to valve train noise and wear excessive speed on his valve seat.
  • the pressure chamber according to claim 5 also practice a discharge line for the hydraulic fluid relieve when the piston reaches the second end position.
  • a discharge line for the hydraulic fluid relieve when the piston reaches the second end position at least one outlet opening is located in the housing, which is at most partially blocked by the outer circumferential surface of the piston when reaching the second end position and thus connects the pressure chamber with the drain line.
  • An advantage of this design is on the one hand a reduced mechanical stress on the stop means and on the other hand the possibility to flush stiffness-reducing gas bubbles in the hydraulic fluid from the pressure chamber.
  • the blocking means is a ball check valve.
  • ball check valves have proven themselves many times in practice and are inexpensive to produce.
  • valve train results according to claim 7, when the piston is arranged in a pivot bearing, which supports a finger lever pivotally.
  • a camshaft bearing compensating piston of the hydraulic valve lash adjuster is guided in the piston longitudinally movable. It is expedient according to claim 8, to integrate in the drag lever a rotatably mounted roller as a low-friction contact surface to the cam.
  • the valve train should also allow a secondary stroke of the gas exchange valve during a lift-free base circle phase of the cam according to claim 9. This results in advantageous ways to suck back exhaust gas in high and precisely adjustable amounts internally.
  • This form of exhaust gas recirculation is in particular the basis for operation of the internal combustion engine with homogeneous and self-igniting charge.
  • HCCl Homogeneous Charge Compression Ignition
  • combustion method is used both in self-ignited diesel internal combustion engines as well as externally ignited gasoline internal combustion engines, at least in part-load operation of the internal combustion engine mainly for the purpose of emission reduction.
  • the combustion process is determined in the HCCl process essentially by controlling the charge composition and the charge temperature profile.
  • a very effective means for increasing the charge temperature is the increase of the residual gas content, ie the increase in the content of not flushed out or purged and recirculated exhaust gas of the previous combustion cycle in the cylinder charge for the next combustion cycle.
  • the residual gas content on the operating point of the internal combustion engine must be fully variable, with residual gas quantities of 60% of the cylinder charge and more may be required. Residual gas components can no longer be provided at this altitude via internal exhaust gas recirculation through conventional valve overlap or via an arrangement for external exhaust gas recirculation.
  • the HCCl process reacts with unacceptable combustion processes extremely sensitive to changes in charge characteristics, so that in addition to the provision of residual gas in the required amount also a combustion cycle-faithful, highly precise and cylinder-specific dosing of the residual gas content is required.
  • the secondary stroke is carried out according to claim 10, preferably at an outlet valve.
  • exhaust gas which has already been ejected into the exhaust passage during the intake stroke of the internal combustion engine is sucked back into the combustion chamber via the then opened exhaust valve.
  • the valve gear according to the invention as an engine brake in particular in air-compressing internal combustion engines for safety-relevant supplementation of the service brake.
  • engine brakes are usually used as a continuous brake in commercial vehicles and are based on the principle that the drag torque of the combustion engine located in overrun and not fueled by increasing the charge exchange work can be significantly increased and the vehicle is slowed down.
  • the exhaust valve is still open during the compression phase, so that the cylinder charge is not compressed gas-spring-like, but is pushed by applying Ausschiebearbeit in the exhaust passage.
  • exhaust gas recirculation it may also be expedient, according to claim 11, for the secondary stroke to take place at an inlet valve.
  • exhaust gas is expelled in Ausschiebetakt the internal combustion engine with the intake valve again open in the inlet channel and sucked back into the combustion chamber during the intake stroke.
  • the lubricating oil of the internal combustion engine is used according to claim 12 for the sake of simplicity.
  • any other suitable fluids in a hydraulic fluid circuit which would then be separated from the lubricating oil circuit of the internal combustion engine.
  • valve drive 1 according to the invention is disclosed using the example of a drag lever drive 2 for an internal combustion engine.
  • a drag lever drive 2 for an internal combustion engine.
  • FIG. 1 shown is located in a hollow cylindrical recess 3 of the internal combustion engine, a pivot bearing 4, which supports a drag lever 5 in the direction of actuation of a gas exchange valve 6 pivotally.
  • a rotatably mounted in the finger lever 5 roller 7 serves as a low-friction stop surface 8 to a cam 9.
  • the cam 9 has a cam elevation phase 10 which generates a stroke on the gas exchange valve 6, and a lift-free base circle phase eleventh
  • the piston 13 In an inner circumferential surface 14 of a cup-shaped housing 15, the piston 13 is guided longitudinally movably with an outer circumferential surface 16.
  • the first end position "A" is an end face 17 of the piston 13 on a bottom 18 of the housing 15 at.
  • the bottom 18 has an indentation 19 for receiving a shut-off means 20 for a located within the housing 15 pressure chamber 21 which is bounded by the end face 17 of the piston 13.
  • the Absperstoff 20 is formed in this embodiment as a ball check valve 22 which opens to the pressure chamber 21 and a hydraulic connection between, at least one arranged in the bottom 18 of the housing 15 channel 23 and the pressure chamber 21 produces.
  • the channel 23 in turn is in hydraulic communication with an opening into the recess 3 hydraulic line 24.
  • This is also part of the hydraulic force application device 12 and serves to supply the pressure chamber 21 with hydraulic fluid whose pressure is adjustable via a hydraulic drive device "S-P" shown schematically.
  • a further line 25 communicating with the hydraulic medium line 24 there is also connection to the pressure space 21 via one or more passages 26 opening into the inner casing surface 14 of the housing 15.
  • the passages 26 are partially or completely through in the first end position "A" of the piston 13 the outer circumferential surface 16 of the piston 13 is blocked.
  • the supply line 25 is preferably designed so that the hydraulic fluid line 24 is associated with an annular groove 27 in an outer circumferential surface 28 of the housing 15, wherein from the annular groove 27 and the ball check valve 22 leading to channel 23 emanates.
  • the pivot bearing 4 has in the illustrated embodiment via a hydraulic valve clearance compensation device 29 which is arranged in a hollow cylindrical recess 30 of the piston 13 and in a known manner a cam follower 5 overlapping balancing piston 31 and a working space 32, via a supply line 33, a hydraulic fluid supply " S-LA "is assigned.
  • the ground 35 is connected via a discharge line 36 with a non-pressurized or low-pressure reservoir "T". Due to the pressure-relieving effect of the discharge line 36, it is therefore not necessary to secure the housing 15 against undesired longitudinal movement as a result of dammed up hydraulic medium in the recess 3 of the internal combustion engine.
  • the piston 13 is braked in the region of the second end position "B" by stop means 37 again to a standstill.
  • a stop means 37 a ring body 39 is inserted in a recess 38 of the housing 15, whose inner diameter is smaller than that of the inner circumferential surface 14 of the housing 15.
  • Exceeding the second end position "B” of the piston 13 is prevented by a lower shoulder 40 of an annular groove 41 of the piston 13 abutting against the annular body 39.
  • the annular groove 41 is to be designed so wide that reaching the first end position "A" is not hindered by contact of an upper shoulder 42 of the annular groove 41 with the annular body 39.
  • a similar acting stop means not shown, also a reverse arrangement is conceivable.
  • annular body would move in an outer recess of the piston 13 with the piston 13 and strike in the second end position "B" against a shoulder of an annular groove 15 located in the housing.
  • a hydraulic braking of the piston 13 is possible by the outer circumferential surface 16 of the piston 13 in the region of the second end position "B" one or more outlet ports 43 releases that connect a return line "R" serving drain line 44 with the pressure chamber 21 , In this case, therefore, the piston 13 automatically regulates its second end position "B” by opening the outlet openings 43 just enough so that the volume of hydraulic fluid supplied into the pressure chamber 21 corresponds to the volume of hydraulic fluid discharged from the pressure chamber 21 into the outlet line 44.
  • a return movement of the piston 13 in the direction of the first end position "A” begins when the hydraulic drive device "SP" allows a flow of hydraulic fluid from the pressure chamber 21.
  • the expiration of the hydraulic fluid takes place - if necessary after closing the outlet openings 43 -by means of the passages 26 and the allocation 25 into the hydraulic medium line 24, since the ball check valve 22 to the channel 23 is now closed.
  • the piston 13 is braked by its outer circumferential surface 16, the passages 26 closes successively.
  • a gentle placement of the end face 17 of the piston 13 on the bottom 18 of the housing 15 can be ensured that at least one of Passages 26 in the first end position "A" is not completely blocked and can escape only a small volume flow of the hydraulic fluid at a correspondingly reduced speed of the piston 13 from the pressure chamber 21.
  • a preferred alternative is the possibility of connecting the pressure chamber 21 to the supply line 25 via an orifice-shaped throttle cross-section 45.
  • a throttle cross-section 45 With the help of such a throttle cross-section 45, a largely independent of the viscosity of the hydraulic fluid deceleration of the piston 13 can be ensured upon reaching the first end position "A". So that the braking effect of the throttle cross-section 45 unfolds optimally, it is expedient to completely close the passages 26 already before reaching the first end position "A" by the outer circumferential surface 16 of the piston 13.
  • valve drive 1 has been explained using the example of a finger follower valve drive 2 with a pivot bearing 4 as a preferred embodiment.
  • the idea of the invention can equally be implemented in other types of valve trains, such as cup drives or pushrod drives.
  • the scope of the invention should also include valve trains, which are designed switchable by coupling means to selectively transfer strokes of several cams depending on the coupling state to the gas exchange valve 6. This applies equally to valve trains that continuously vary the stroke of the gas exchange valve 6 by means of a cam and other adjusting elements.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)

Abstract

La présente invention concerne un mécanisme de commande de soupape (1) d'un moteur à combustion interne, qui sert à actionner une soupape d'échange gazeux (6). Son mouvement suit la course d'une came (9) et la course d'un système d'application de force hydraulique (12). A cet effet, un piston (13) du système d'application de force hydraulique (12) peut être mis en mouvement d'une première position terminale (A) à une seconde position terminale (B), par amenée d'un agent hydraulique dont la pression est réglable, par une conduite d'agent hydraulique (24) dans une chambre de pression (21). La chambre de pression (21) doit être reliée à la conduite d'agent hydraulique (24) à la fois par un élément d'arrêt (20) disposé dans un boîtier (15) et ouvert vers la chambre de pression (21), et par au moins un passage (26) pratiqué dans le boîtier (15). Selon l'invention, le passage (26) est bloqué au moins partiellement suite au recouvrement par une surface périphérique extérieure (16) du piston (13) lorsqu'il se trouve dans sa première position terminale (A).

Claims (12)

  1. Commande de soupape (1) d'un moteur à combustion interne pour l'actionnement d'une soupape d'échange de gaz (6), dont le mouvement suit une course d'une came (9) ainsi qu'une course d'un dispositif d'application de force hydraulique (12) indépendante de la course de la came (9) et superposée à la course de la came (9), en ce qu'un piston (13) du dispositif d'application de force (12) peut être déplacé par rapport à un boîtier (15) du dispositif d'application de force (12) d'une première position de fin de course (A) jusqu'à une deuxième position de fin de course (B) par apport variable dans le temps d'un fluide hydraulique de pression réglable depuis une conduite de fluide hydraulique (24) dans un espace de pression (21) formé par le piston (13) et par le boîtier (15), caractérisée en ce que l'espace de pression (21) est connecté à la conduite de fluide hydraulique (24) à la fois par le biais d'un moyen de blocage (20) disposé dans le boîtier (15) et s'ouvrant vers l'espace de pression (21) et par le biais d'au moins un passage (26) dans le boîtier (15), le passage (26) étant au moins en partie bloqué du fait du recouvrement par une surface d'enveloppe extérieure (16) du piston (13) dans sa première position de fin de course (A).
  2. Commande de soupape selon la revendication 1, caractérisée en ce que l'espace de pression (21) est en outre connecté à la conduite de fluide hydraulique (24) par le biais d'au moins une section d'étranglement (45), la section d'étranglement (45) étant réalisée essentiellement en forme de diaphragme.
  3. Commande de soupape selon la revendication 1 ou 2, caractérisée en ce que le piston (13) présente un évidement cylindrique creux (30) dans lequel est disposé un dispositif de compensation hydraulique du jeu de la soupape (29).
  4. Commande de soupape selon la revendication 1, caractérisée en ce que la deuxième position de fin de course (B) du piston (13) est définie par des moyens de butée (37).
  5. Commande de soupape selon la revendication 1, caractérisée en ce que le boîtier (15) dispose d'au moins une ouverture de sortie (43) qui relie l'espace de pression (21) à une conduite d'écoulement (44) pour le fluide hydraulique, lorsque l'ouverture de sortie (43) est au plus partiellement bloquée du fait du recouvrement par la surface d'enveloppe extérieure (16) du piston (13) lorsque le piston (13) est dans la deuxième position de fin de course (B).
  6. Commande de soupape selon la revendication 1, caractérisée en ce que le moyen de blocage (20) est un clapet anti-retour sphérique (22).
  7. Commande de soupape selon la revendication 3, caractérisée en ce que le piston (13) est disposé dans un palier pivotant (4), qui supporte de manière pivotante un levier culbuteur (5) sur un piston de compensation (31) du dispositif de compensation hydraulique du jeu de la soupape (29), guidé de manière déplaçable longitudinalement dans le piston (13).
  8. Commande de soupape selon la revendication 7, caractérisée en ce qu'un rouleau (7) monté rotatif dans le levier culbuteur (5) est intégré sous forme de surface d'entrée (8) vers la came (9).
  9. Commande de soupape selon la revendication 1, caractérisée en ce que la soupape d'échange de gaz (6) effectue au moins une course secondaire pendant une phase de cercle de base (11) de la came (9).
  10. Commande de soupape selon la revendication 9, caractérisée en ce que la soupape d'échange de gaz (6) est une soupape d'échappement du moteur à combustion interne.
  11. Commande de soupape selon la revendication 9, caractérisée en ce que la soupape d'échange de gaz (6) est une soupape d'admission du moteur à combustion interne.
  12. Commande de soupape selon la revendication 1, caractérisée en ce que le fluide hydraulique est de l'huile de lubrification du moteur à combustion interne.
EP05799247A 2004-11-04 2005-10-12 Mecanisme de commande de soupape de moteur a combustion interne Expired - Lifetime EP1807609B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004053202A DE102004053202A1 (de) 2004-11-04 2004-11-04 Ventiltrieb einer Brennkraftmaschine
PCT/EP2005/010945 WO2006048101A1 (fr) 2004-11-04 2005-10-12 Mecanisme de commande de soupape de moteur a combustion interne

Publications (2)

Publication Number Publication Date
EP1807609A1 EP1807609A1 (fr) 2007-07-18
EP1807609B1 true EP1807609B1 (fr) 2011-08-24

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EP05799247A Expired - Lifetime EP1807609B1 (fr) 2004-11-04 2005-10-12 Mecanisme de commande de soupape de moteur a combustion interne

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US (1) US7617806B2 (fr)
EP (1) EP1807609B1 (fr)
DE (1) DE102004053202A1 (fr)
WO (1) WO2006048101A1 (fr)

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US11339688B2 (en) 2020-01-29 2022-05-24 Borgwarner, Inc. Variable camshaft timing valve assembly

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DE102004053202A1 (de) 2006-06-01
US7617806B2 (en) 2009-11-17
US20090056653A1 (en) 2009-03-05
EP1807609A1 (fr) 2007-07-18

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